[New Motorcycle Model Test Ride] Ducati's New Monster: "The 5th Generation is the Most Accessible Yet!"

The Ducati Monster, a pioneer of lightweight, high-power naked bikes, has undergone a model change to its fifth generation. While there are many topics to discuss, its most significant appeal is its accessibility. This is the arrival of a Monster that, in a good way, can be recommended to anyone.

⚫︎Photos: Hiroyuki Ogawa

The Twists and Turns of Past Monsters

DUCATI MONSTER (2026)

The Ducati Monster brand boasts a history of 34 years, so the impression of the Monster can vary greatly depending on the generation.

For example, the early M900 was an epoch-making machine as Ducati's first cowl-less motorcycle. It was popular as a spirited naked bike for riding on public roads, and some may remember it racing in events like BOTT (Battle of the Twins). Today, it might be attracting attention as a relatively affordable used motorcycle.

Some may have a strong impression of it being a formidable machine due to radical models like the S4, which featured a water-cooled engine from the 916 series, or its higher-spec version, the S4R, equipped with the Testastretta engine. On the other hand, for those who remember the second generation, with its increased steering angle and much more refined engine characteristics, the Monster might not seem so intimidating. Models with approachable displacements and price points like the 696 also made the Monster feel more accessible.

The third generation saw the adoption of a liter-class engine and an increase in overall size, steering towards a more premium direction. However, the fourth generation returned to a slim and compact design while abandoning the traditional trellis frame. Although it inherited the traditional big twin engine, its advanced engine control made it very easy to handle, a direction that continues with the fifth generation.

Looking back at the Monster brand, it's surprisingly difficult to find a consistent concept; instead, we see various challenges and proposals made over the years. And in today's era, it seems Ducati has concluded that approachability and friendliness are the right paths to take, even for a premium brand. The fifth generation inherits the approachable line of its predecessor while further refining it into a model for the masses.

From top left, clockwise: the first generation (debuted 1993), second generation (2008), third generation (2014), and fourth generation (2021) Monsters.

A comparison of past Monsters by silhouette, fuel tank, and headlight design. It's clear how each generation evolved by building upon the previous one.

The C-shaped DRL surrounding the headlights is a recent Ducati trend. The round headlight design retains the Monster's character. The turn signals are sequential.

New Engine and Compact Design

The biggest topic is the adoption of a new engine. The previous generation featured the traditional 937cc Testastretta 11° engine with its Desmo mechanism, which was very easy to handle due to its refinement. However, the new model maintains the same 111PS output while reducing the displacement to 890cc. By adopting a conventional valve spring system for the valve train, the engine has been made more compact and lighter.

While some may lament the departure from Ducati's traditional Desmodromic system without valve springs, this new engine, dubbed "V2," is already being adopted in the Panigale V2, Multistrada V2, and Streetfighter V2, becoming a staple of Ducati's next-generation engines. Although the displacement is smaller, this new unit is smooth, easy to handle, and offers extended maintenance intervals, representing a fitting evolution for the times.

This engine, particularly the smaller cylinder heads, has allowed for a redesign of the chassis. While retaining the basic structure of the aluminum monocoque frame from the previous generation, it has achieved a 4kg weight reduction. This results in an incredibly lightweight chassis with a curb weight of just 175kg (excluding fuel).

An 890cc 90-degree V-twin with variable valve timing on the intake side. It generates 70% of its maximum torque at 3,000 rpm and maintains over 80% between 4,000 and 10,000 rpm, providing practical torque across a wide rev range.

The aluminum monocoque frame adopted in the fourth generation has been retained, achieving a 4kg weight reduction. The area around the knee grip is very slim due to the absence of a traditional frame.

Ducati's monocoque frame, originating from the 1199 Panigale in 2012. It connects the engine to the head pipe, with the engine serving as the frame for the rear section.

The wide, heavily sculpted double-sided swingarm shares its design with models like the Panigale.

A displacement of around 900cc, 111PS, 175kg, and a seat height of 775mm – these are truly compelling figures. It embodies "looks fast," "light and easy to handle," and "not intimidating with that seat height." For comparison, the Yamaha MT-09 is 120PS/193kg/852mm, and the Suzuki GSX-8TT is 80PS/203kg/810mm.

The Monster's tradition of combining Ducati's characteristic high power and sportiness with a lightweight, accessible chassis might be preserved. However, the balance between performance and approachability has been elevated to a new level compared to its predecessors. I swung a leg over the low, light bike that felt incredibly planted, started the quiet engine (without the characteristic Desmo clatter), and headed out onto the handling track (approximately 2.1km long) at the Porsche Experience Center in Kisarazu City, Chiba Prefecture.

Rider is 171cm tall, weighs 65kg. The handlebars have minimal inward sweep and downward angle, requiring a slightly more open-elbow riding posture, but the low seat makes the overall position comfortable.

The seat height is 40mm lower than the European specification, providing excellent ground reach.

The brake master cylinders and clutch master are Brembo components. The switchgear is somewhat complex due to various mode settings, but access to frequently used switches like turn signals and horn is good.

The meter is a 5-inch full-color TFT display, and mode switching is intuitive. Smartphone integration, turn-by-turn navigation, and cruise control are available as accessories.

The quick shifter uses a sensor on the engine block, rather than a rod, for smoother gear changes. However, it does not support downshifts with the throttle open or upshifts with the throttle closed.

Road Mode = Japanese Bike, Sport Mode = Italian!

As is common with modern motorcycles, the Monster features riding modes. Starting in the standard "Road" mode, it's incredibly smooth, almost to the point of lacking that "Monster" or even "Ducati" feel. The acceleration from very low RPMs is so smooth it's hard to believe it's a big twin. Even in the low-rev range where previous models would chatter the chain around 3,000 rpm, this one pulls steadily.

As the revs climb, the engine accelerates smoothly from the low end. Without unnecessarily urging you towards high revs, the torque envelops you and the speed builds naturally, unlike any twin I've experienced. Shifting up around 5,500 rpm and opening the throttle again unleashes another wave of torque that propels the bike forward. You can ride fast enough with just this torque, enjoying the ride at a brisk pace without dramatic bursts of power, feeling almost like a Japanese motorcycle. Even at a considerable pace, it doesn't feel intimidating because you're not using the high rev range. It reminds me of how I used to ride Japanese big naked bikes... and then it struck me, the Monster *is* a big naked bike... I found a strange sense of understanding.

Regardless, the well-behaved low-end response and the ability to ride at a brisk pace using torque alone made it the most approachable Monster yet. Despite being a premium Ducati, it felt like a bike you could live with daily.

The smooth acceleration from very low RPMs and the ability to ride at a relaxed, brisk pace using torque alone overturns the traditional Ducati feel.

But Ducati doesn't stop there. Switching to Sport mode, the throttle response becomes noticeably more aggressive, inviting you to "use the high rev range!" The revs climb steadily from 6,000, 7,000 rpm, extending effortlessly with minimal friction. I used to think this characteristic was unique to the Desmo system, but even with this new engine using valve springs, the trait remains. This suggests that it's not a Desmo feature, but rather a characteristic of Ducati engines.

When riding aggressively in the powerband, I found myself transitioning from a lean-with posture to a more committed hang-on style. The bike, which had been easily leaning side-to-side with its low center of gravity, suddenly came alive. Even on sections of the track that were partially wet, I was able to enjoy a spirited pace.

The Sport mode, which actively encourages the rider to engage with the sport of motorcycling, truly embodies the Ducati spirit, the Italian manufacturer's essence! I was delighted and felt I had grasped the appeal of the new Monster, which is not just easy to live with.

The new Monster's appeal lies in its coexistence of being lightweight, easy to handle, and obedient to the rider, with Ducati's signature sportiness.

The Joy of Customization

The considerably low seat height of 775mm is a specific setting for the Japanese market. The European specification is 40mm higher at 815mm (still not excessively high). The Japanese version achieves this figure through a 20mm lower seat and a 20mm suspension drop.

The low seat directly translates to a lower barrier to entry, so this seat height is most welcome. Even for the 185cm/75kg rider (myself), the seat felt quite low, but it didn't feel cramped or unnatural. Although the suspension itself is lowered by 20mm, there was no issue with insufficient lean angle.

However, when riding aggressively in Sport mode, there were moments when I wished the rear suspension had a bit more support. The rear suspension is preload adjustable, so adding a bit of preload might provide a sharper feel. For those who want to ride sportier or even enjoy track days, replacing the suspension with the European specification or aftermarket options with more adjustment capabilities would be a good idea.

With genuine accessories available, including mufflers, the Monster, being a basic standard model, offers the enjoyment of customization. Early models, in particular, were often fitted with racing carbs, and were vehicles that riders enjoyed customizing extensively. The fifth generation is likely to be enjoyed by many riders in the same way.

The Monster was already quite friendly in its previous generation. With the fifth generation, equipped with the new V2 engine, this approachability has been further refined. There's no need to be intimidated simply because it's an Italian bike, or a Ducati. It's a motorcycle that can be recommended without reservation to both beginners who have just obtained their large motorcycle license and experienced riders who want to enjoy the unique sportiness of an Italian machine.

The Japanese specification comes standard with a 20mm lower seat, but there's no impression of insufficient cushioning. Combined with the slim chassis, the ground reach is excellent.

The rear shock is a direct-acting type without linkage. The 20mm lowered suspension for the Japanese specification is a dedicated unit, not just a change in spring or preload. Those who want to ride spiritedly might consider the European specification or aftermarket suspension.

The front fork is a non-adjustable 43mm SHOWA SFF-BP. The front brake is a combination of Brembo M4.32 monobloc calipers and 320mm discs. Coupled with the grip of the standard Pirelli Rosso IV tires, the front brake could be used with confidence even on wet surfaces.

The right-side dual exhaust muffler features an opening covered with honeycomb mesh, similar to MotoGP machines.

Ducati Monster+ (2026 Model) Key Specifications

・Overall Length x Width x Height: Not disclosed
・Wheelbase: 1,492mm
・Seat Height: 775mm
・Curb Weight: 175kg (excluding fuel)
・Engine: Water-cooled 4-stroke 90° V-twin, DOHC 4-valve
・Max Power: 81.6kW (111PS) / 9,000rpm
・Max Torque: 91.1N・m (9.3kgf・m) / 7,250rpm
・Fuel Tank Capacity: 14L
・Transmission: 6-speed constant mesh return
・Brake System (F/R): Dual disc / Single disc
・Tire Size (F/R): 120/70ZR17 / 180/55ZR17
・Price: ¥1,662,000 - ¥1,762,000

Prices vary by color. The test ride model in red is ¥1,662,000. The "Iceberg White" with red wheels is an additional ¥20,000 at ¥1,682,000. The gray/black two-tone "Sport Livery" is an additional ¥100,000 at ¥1,762,000. The "Monster+" (Plus) grade, which comes standard with a meter visor and tandem seat cover, will be introduced in Japan.

Iceberg White

Sport Livery

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